Vertically-reinforced sheet-metal car end



W, P. MURPHY.

VERTICALLY REINFORCED SHEET METAL CAB END.

APPLICATION FILED AUG.1,1921- 1,398,645, Patented Nov. 29, 1921.

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W. P. MURPHY. VERTICALLY REINFORCED SHEET METAL CAR END. APPL'CATION FILED AUG.1, I921.

Patented Nov 29, 1921, n SSHEETS-SHEET 2.

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APPLICATION FILED AUG. 1, 1921.

Patented Nov. 29, 1921.

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WALTER I. MURPHY, OF NEW YORK, N. Y.

VERTIGALLY-REINFORCED SHEET-METAL GAR END.

Specification of Letters Patent.

Patented Nov. 29, 1921.

Division of application Serial No. 82,423, filed March 6, 1916, (now Patent No. 1,309,484, dated July 8, 1919,) through the copendency of its division, Serial No. 304,428, filed .Tune 10, 1919, renewed May 2'58, 1921, Serial No. 473,318. This application filed August 1, 1921. Serial No. 489,058.

1 0 all WILOWL it may concern:

Beit known that l. VALTER P. MURPHY, a citizen of the United States, residing at New York city, in the county of Newlork and State of New York, have invented certain new and useful Improvements in Verticallylteinforced Sheet-Metal Car Ends, of which the following is a specification.

My invention relates to a vertically, reinforced sheet metal car end intended particularly for railway box cars but adaptable, as will be obvious to those familiar with railway car construction, to gondola cars or other types of railway cars.

The primary object of the invention is to provide a sheet metal structure to take the place of the usual wooden or metal end wall of the car, which structure is reinforced by vertically disposed corrugations or projections so arranged as to strengthen and rigidify the end of the car against cargo thrusts, tendency to weave, and the pressures of the roof load, in a manner which will be most effective for the accomplishment of the desired result and so that the parts of said end structure may. be cheaply manufactured and installed on the car.

The invention consists of the new and improved constru'ctions, arrangements and devices to be hereinafter described and claimed for carrying out the above stated object and such other incidental objects as will be hereinafter referred to.

In the drawings Figure 1 is an end elevation of a railway boxcar superstructure provided with a reinforced steel end made in accordance with my invention. v

Fig. 2 is a sectional plan on line 22 of Fig. 1.

Fig. 3 is a vertical sectional view on line 33 of Fig. 1.

. Fig. 4 is a view, similar to Fig. 3 illustrating a modified construction, this figure being taken on line l4-. of Fig. 6.

Fig. 5 is a sectional plan of the modified construction taken on line 5 -5 of Fig. 6.

Fig. 6 is an end elevation, and

Figs. 7 and 8 are views, in perspective respectively, of the upper and lower mem ers for attaching the end sheets to the car framing.

Like characters of reference designate like parts in the several figures of the drawings.

Referring first to Figs. 1, 2 and 3, 25, 25 are the corner posts at one end of the car, 26 the end plate, 27 the end sill and 28 the flooring of the car. In this embodiment of the invention the end structure consists of two sheet metal members 29, 30, which are overlapped one upon the other along the vertical center line of the end and are secured together by rivets 31. The sheets 29, 30 are formed at the center of the car with relatively deep outwardly projecting. corrugations 32 and on opposite sides of these corrugations with shallower corrugations 33. These corrugations preferably merge one into the other, as shown, so that each sheet has a regular sinuous configuration. The corrugations preferably terminate within the upper and lower edges of the sheet having tapered or pointed terminals substantially as shown.

The lower edges of the sheets are preferablyformed with inturned flanges 3a which are secured to the end sill 27 by bolts 35, these flanges preferably interveningbetween the flooring 28 and theend sill soas to make a grain proof connection. lhe outer vertical.

edges of the sheets are formed preferably with angular flanges 36 attached to the corner posts by bolts 37. The upper edges of the sheets are shown as secured to the end )late 26 of the car. 38are the end ladders.

he corrugations 32, 33, besides serving to stiffen and strengthen the structure against cargo thrusts, also act as load carryin members to take some of the roof load. or this reason also it is desirable that the corrugations at the center of the panel should'be deeper than those at the sides. Assuming that the end ladders 38 project as far out as the law allows, with corrugations 33 formed as shown, it will be obvious that were the corrugations all of the same depth it would be necessary either to sacrifice the additional strength and rigidity at the center of the car by making all of the corrugations relatively ,shallow, or if the corrugations were more easily made than those of greater de th.

is carried out 11 Figs. 4 to 8, inclusive, the same idea in a construction in whlch the corrugations extend to the edges of the sheets in which they are pressed; This arrangement has some advantages from the manufacturing point of view as it is a simple matter to press corrugations, even corrugations of very considerable depth, 1f the corrugations are allowed to run to the edges of the sheets instead of terminatln With n said edges. In the modification s own in these figures, the end consists of sheets 39, 40, overlapped and riveted together at 41, and of an upper attaching member 42 and a lower attaching member 43. .The corrugations 44, 45 of sheets 39, 40 extend to the horizontal edges of the sheets and at the top fit into ockets or recesses 46, 47 formed in the attac ing member 42. The attaching member is also formed with a shallow pocket 48 to accommodate the overlap of the sheets.

. The lower ends of the corrugations fit into recesses 49, 50, in the lower attaching member 43 which is preferably angular in cross section and is bolted to the end sill 27 of the car through its horizontal flange 51 by bolts 52. The corrugations of sheets 39, are, therefore, anchored at opposite ends which is equivalent, so far as their capacity to transmit stresses is concerned, to having them terminate within the edges of the sheets.

This application is a division of applica- 'tion Serial No. 82,423, filed March 6, 1916 (patented as No. 1,309,484, July 8, 1919,)

through the co-pendency of a divisional application thereof Serial No. 304,429, filed June 10, 1919, and renewed May 28, 1921, as Serial No. 473,318.

I claim:

1. An end structure for a railway car comprisin two metal end sheets secured together a ong the vertical center line of the end and formed with rigidifying corrugations which are deeper near the middle of the end than at the sides thereof.

2. An end structure for a railway car comprising two metal end-sheets secured'together along the vertical center line of the end and formed with vertically disposed rigidifying corrugationswhich are deeper near the middle of the end than at the sides thereof. i

3. An end structure for a railway car comprising two metal end sheets secured together along the vertical center line of the end and formed with groups of vertically dlsposed corrugations, the corrugations of each group being of the same depth but those at the middle of the end being deeper than those at the sides.

4. An end structure for a railway car comprising two metal end sheets overlapped and riveted together along the vertical center line of the end and formed with rigidifying corrugations which are deeper near the middle of the end than at the sides thereof.

.5. An end structure for a railway ear comprising a sheet metal panel formed with vertical corrugations extending to the edges of the panel, and attaching members for securing the upper and lower edges of said panel to the framing of the car, the corrugations adjacent the vertical center line of the end being deeper than those at the sides thereof.

6. An end structure for a railway car comprising a sheet metal panel formed with.

a plurality of groups of vertically disposed corrugations extending to the edges of the panel, the corrugations of each group being of substantially the same depth but those of the group at the middle of the end being deeper than those of the groups at the sides thereof, and attaching members for securing the upper and lower edges of said panel to the framing of the car.

7. An end structure for a railway car comprising metal sheets joined together along vertical lines and formed with vertically disposed corrugations extending to the edges of the sheets, the corrugations in the middle of the end being deeper thanthose at the sides thereof.

8. An end structure for a railway carcomprising two metal sheets overlapped and joined together along the vertical center line of the car, each sheet being formed with vertically disposed corrugations which extendto the edges of the sheet, the corrugations at the middle of the end being deeper than those at the sides thereof.

10. An end structure for a railway car comprising two metal end sheets secured together along the vertical center line of the end and provided with a plurality of vertically extending reinforcing projections, those at 'the middle of the end being of greater strength and rigidity than those at the sides thereof.

11. An end structure for a railway car comprising a sheet metal panel formed with vertically disposed corrugations extending to the edges of the panel, and attaching members for securing the upper and lower edges of said panel to the framing of the car; the corrugations at the middle of the end being of greater strength and rigidity than those at the sides thereof.

12. An end structure for a railway car comprising two metal sheets secured together along the vertical center line of the end and provided with Vertically disposed reinforcing projections formed so that the middle portion of the end structure has greater strength and rigidity than the side 10 portions.

13. An end structure for a railway car comprising a sheet metal panel, and means for-attaching the upper and lower edges of said panel to the framing of the car; said panel being provided with vertically disposedprojections which extend to the edges thereof and are formed so as to give the middle portion of the same greater strength and rigidity than the side portions.

- WALTER P. MURPHY. 

